Sleeve valve engine



` Sept. 15, 1931'. E. o. scHJoLlN SLEEVE VALVE ENGINE med sept. a. 1927 Patented Sept. 1.5, 1931 v'uNIrEDflsT-ATES PATENT ferries ERIC OLLE soIIJoLIN, or' BIRMINGHAM, MICHIGAN, AssIGNoN To GENERAL MOTORS CORPORATION, or DETROIT, MICHIGAN, A coRroRATIoN or DELAWARE SLEEVE VALVE ENGINE 'Y rApplicaton filedy September 8, 1927. Serial No. 218,282.

This invention relates to sleeve valve engines. f t

When the exhaustof a sleeve valve engine is discharged from one side of the cylinder, that side-of-the cylinder and of the sleeve valve orl valves becomes heated more than theother side, and, consequently, the sleeve or sleeves and the cylinder expand more at that side, which may cause excessive friction iii Vsleeve or sleeves and/or the cylinder.l

Van object of this invention to provide a and in some cases permanently warp the It iis means to equalize the heating of the sleeve or sleeves and the cylinder.

It is another object of the invention to provide, in combination with means for Y e'qualizing the heating of the sleeve or sleeves and'thecylinder, means for heating the air supplied to the carbureter. I o

It is another object of this invention to provide certain improvements in manifolds, and, more specifically to lprovide a manifold having in an integralV structure separate g passages for the combustible rmixture entering the cylinder and for the exhaustgases avcylinder of a sleeve valve engine in which my invention is embodied; and

Fig. 2 is a diagrammatic side elevation of the upper portion of the engine.

In the drawings, the reference character 1 indicates the cylinder block of the engine which is'mounted on and secured to the base or crankcase 2. The cylinder walls 3 are water jacketed, as indicated at 4, providing spaces, such as 5, for the circulation of cooling water.

Arranged to slide in the cylinder 3 is the outer sleeve valve 6, and arranged to slide in the outer sleeve valve 6 is the inner sleeve valve 7. Secured to the sleeves 6 and 7 respectively, are the lugs 9 and 10 to which connecting rods are adapted to be connected to operate the sleeves substantially in the manner shown in United States Patent No.

1,136,143, issued April 20, 1915 to C. Y;

ed to be connected to the crankshaft through the Ordinary connecting rod.

The reference character 11 indicates the cylinder head which is attached to the block l by bolts, suoli as 12. The cylinder head has an inwardly projecting portion 13, between which and the cylinder walls the sleeves 6 rand 7 are adapted to slide, and is water acketed, as indicated at 14, providing a space 15 for the circulation of cooling water. f

The cylinder is provided with an exhaust port 16 which communicates with an exhaust manifold 17 secured. to the block by means, such as lstuds and nuts 18 and 19, respectively. The Outer sleeve 6 provided. with an exhaust port 20, and the inner sleeve 7 with an exhaust port 21 in their sides adjacent the exhaust port 16. The exhaust ports 20 and 21 are adapted to be brought into registration with each other and the exhaust port 16 at the proper time to allow discharge of the exhaust gases from the cylinder into the exhaust manifold.

In the side of the cylinder opposite the ex-l haust port 16 is provided an intake port 22. In the sides of the sleeves 6 and 7 adjacent the port 22 are provided intake ports 23 and 24, respectively. The intake ports 23 and 24 are adapted to be brought into registration with each other and with the ir'itake port 22 at the proper time to admit the charge from the intake manifold 25 to the cylinder.

V'In-the side of the cylinder opposite the exhaust port 16, and spaced below the inlet port 22, is provided an auxiliary exhaust port 26. In the sides of the sleeves 6 and 7 adjacent the port 26 are provided auxiliary exhaust ports 27 and 28, respectively. The auxiliary exhaust ports 27 and 28 are adapted to be brought into registration with each other and with the auxiliary exhaust port 26 at the proper time to allow discharge of the exhaust gases frein the cyl- .fold 30 are fins 40.

as is desirable.

A. acter' 30 is applied.

inder into the auxiliary exhaust manifold 29. As can be seen from the drawing, the exhaust ports 2O and 2l in the sleeves: will register with each other and the cylinder exhaust port 16 at the time that the auxiliary exhaust ports 27 and 28 in the sleeves register each other and with the auxiliary cylinder exhaust port 26.

Due to the fact Vthat both of the exhaust portsgl and 2G are open to allow discharge of the exhaust gases atv the same time, a portion of the exhaust gases will be discharged from each port. And due to the fact that the hot exhaust' gases are discharged partly at one side and partly at the other side ofthe sleeves, the heating of the sleevesl will he equalized and, consequently, unequal expansion of the sleeves. and its consequent troubles will be prevented.,

rilhe intake manifold 25, wliichconnnunieates with intake port 22, the exhaust manifold 29, which communicates with they auxiliary exhaust port26, are formed-v of one piece ofv metal to which the reference char- The upper and lower side walls 3l andl 32 of the integral intake rand exhaust manifold: are provided respeccured a stove, in the form of a stamping 41,.

by means such as the bolts 36 and 42.v Extending downwardly into this stove and integral.y with the lower side 32 of the mani- The stamping 41 is preferably open at its ends to allow free entrance of air thereto and is provided at a suitable point with a conduit 4S- leading to the carbureter air intake.

The air entering the carbureter has first to pass through the stove 41 where it comes into Contact with the wall B2 of the exhaust manifold and the fins 40 attached thereto. The wall 32 and the fins 40 are, of course, heated by the exhaust gases -vand the air passingthrough the stove is heated by contact with these heated surfaces. rIhe fins have the function of providing more heated surface for the air passing th-rough the stove to come intov contact with.

In the carbureter, the hot air, of course, becomes mixed with the fuel, and, because it is hot, the mixture is much more intimate,

After leaving the carbureter, the fuel and air mixture passes yinto the intake conduit 45 and then into the ine aration of the twofconstituents eliminated.

Thus the air is heatedbefore entering the. carbureter and .so hasy no dithculty in ktaking up its full fuel-charge, and, since the mixture of air and fuel is heated just before it enters the eyli-ndense'paration ofthe two constituents of the fuel is prevented and it is assured that the fuel and air will be intimately mixed when they enter the cylinder.Y Thus the. auxiliary exhaust conduit provides a simple means for supplying heated air to the carbureter air intake, making unnecessary the provision of special passagesl in'` the cylinder block or a separate conduit for leading gases from the exhaust' manifold to the intake manifold and carbureter. Y

As may be seen by reference to Fig. 2theauxiliary exhaust manifold 29 discharges intothe auxiliary exhaust pipe 44T and, thence, the exhaust gases pass to a muliier or the atmosphere`v Y A I claim: j

In van' internal combustion engine, a cylin-v drical casing having anexhaust port opening through the wall thereof, a second exhaust port openingthrough the' wall thereof at a. point diametrically opposite the first exhaust portand an intake port. opening through the wall thereof at apoint ad jacent one of said exhaust ports, a pair of sleeve valves provided with exhaust ports and an intake port within the. casing forV controlling said casing ports, and means fork operating said Vsleeve valves so as to bring one of the exhaust ports therein into registration with one of the exhaust ports in 'the casing at substantiallyV the same time` the other exhaust port therein' is brought'into registration with the other exhaust port in the casing.

In testimony whereof'I affix my signature.

Euro oLLE soHJoLIN. 

